AIRCRAFT SAFETY SYSTEM
An aircraft (10) comprising a fuselage (12) having an upper pilotable fuselage portion (10A) and a lower jettisonable fuselage portion (10B), the lower jettisonable fuselage portion (10B) being detachably engaged with the upper pilotable fuselage portion (10A) during normal flight. An upper wing structure (14A) is associated with the upper pilotable fuselage portion (10A) and a lower wing structure (14B) is associated with the lower jettisonable fuselage portion (10B). Releasable engagement means (50, 250) are provided for detachably engaging the lower jettisonable fuselage portion (10B) and the upper pilotable fuselage portion (10A). The releasable engagement means (50, 250) is actuatable in flight to enable the upper pilotable fuselage portion (10A) and the lower jettisonable fuselage portion (10B) to be disengaged from one another. The upper pilotable fuselage portion (10A) can be flown in the absence of the lower jettisonable fuselage portion (10B).
The invention relates to an aircraft safety system that is designed to increase the chances of passenger survival in the event of an accident.
BACKGROUND OF THE INVENTIONSince the first successful powered piloted flight took place at Kitty Hawk on 17 Dec. 1903, passenger travel by aircraft has become commonplace. Significant advances by engineers, scientists, and manufacturers in a vast array of disciplines, ranging from aircraft design to aircraft materials, have allowed the manufacture and production of aircraft capable of carrying passengers and freight across the globe. The number of passengers worldwide grew from 177 million in 1965 to an estimated 3.3 billion in 2000.
Although air travel is generally safe and reliable, with multiple backup and safety systems, thousands of lives have been lost in air crashes around the globe since the first fatal crash on 17 Sep. 1908. This is despite the best attempts by the pilots to locate a suitable landing site on the ground or at sea and improvements in both pilot training and sophistication of aircraft.
Various solutions have been proposed in an effort to address these aircraft related fatalities. For example, U.S. Pat. No. 6,382,563 to Chiu teaches an aircraft with a severable outer shell and a plurality of individual passenger cabins located within the shell. In the event of an emergency the outer shell is severed and the individual passenger cabins separate, each cabin being equipped with independent oxygen supplies and parachutes. Each cabin segment is then able to float to the ground, under its respective parachute, thereby saving passenger's lives.
Similarly, U.S. Pat. No. 4,699,336 to Diamond teaches an aircraft passenger compartment which contains a mechanism for ejecting the passenger compartment from the fuselage when the aircraft is in danger of crashing. Parachutes are then able to float the passenger compartment to earth.
A common problem with these prior art solutions is that they do not scale effectively. Passenger aircraft continue to increase in size, with the latest design by Airbus, the A380, having a wing span of approximately 80 m, and being capable of carrying over 550 passengers on two separate decks. A further problem associated with aircraft which have segmented passenger capsules is that this system requires duplication of parachute systems and requires sophisticated technology (e.g. rockets and/or lasers) capable of separating each capsule, as well as significant space for both parachute systems and separation mechanisms. This of course in turn leads to increase in weight and manufacturing costs.
SUMMARY OF THE INVENTIONThe invention accordingly provides an aircraft comprising:
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- a fuselage having an upper pilotable fuselage portion and a lower jettisonable fuselage portion, the lower jettisonable fuselage portion being detachably engaged with the upper pilotable fuselage portion during normal flight;
- an upper wing structure associated with the upper pilotable fuselage portion;
- a lower wing structure associated with the lower jettisonable fuselage portion;
- releasable engagement means for detachably engaging the lower jettisonable fuselage portion and the upper pilotable fuselage portion;
- wherein the releasable engagement means is actuatable in flight to enable the upper pilotable fuselage portion and the lower jettisonable fuselage portion to be disengaged from one another; and
- wherein the upper pilotable fuselage portion can be flown in the absence of the lower jettisonable fuselage portion.
Preferably the aircraft is a fixed wing passenger aircraft. The upper pilotable fuselage portion preferably includes a passenger compartment, and further includes a tail section and tail engine.
In an embodiment of the invention, the tail section is detachably engaged to the upper pilotable fuselage portion and is disengageable in an emergency condition.
Advantageously, the lower jettisonable portion is able to fly independently after separation from the upper pilotable fuselage portion. The lower jettisonable fuselage portion preferably further includes primary landing gear, fuel tanks and cargo storage compartments.
In preferred embodiments, the lower jettisonable portion further includes a global positioning system adapted to guide the lower jettisonable portion to predetermined safe landing locations. Such safe landing locations are advantageously pre-programmed into the global positioning system such that the lower jettisonable fuselage portion can be automatically guided after separation. Preferably, the safe landing locations are remote from built-up areas and may include designated airports, or the sea.
The upper wing structure preferably includes fuel storage means for fuel used by the upper pilotable fuselage portion after separation from the lower jettisonable fuselage portion.
In an embodiment of the invention the upper wing structure is nested in the lower wing structure during normal flight and acts as a single combined wing structure for the aircraft. Advantageously, the lower wing structure is releasably mounted to the upper wing structure by a releasable vacuum means. The releasable vacuum means is preferably synchronised with the releasable engagement means to enable synchronised detachment of the upper and lower wing structures in an emergency condition.
In an alternate embodiment of the invention the upper wing structure and lower wing structure are separate from one another during normal flight.
Preferably the upper pilotable fuselage portion has auxiliary controls and instrumentation, adapted to allow a person to pilot the upper pilotable fuselage portion after the lower jettisonable fuselage portion has separated from the upper pilotable fuselage portion. The auxiliary controls and instrumentation are separate and in addition to the main controls and instrumentation used to pilot the aircraft prior to separation. The upper pilotable fuselage portion may have an auxiliary piloting area, in which the auxiliary controls and instrumentation are located, which is separate and in addition to a main cockpit which the pilots occupy to pilot the aircraft prior to the lower jettisonable fuselage portion separating.
Advantageously, the releasable engagement means includes an array of releasable engagement mechanisms. Each releasable engagement mechanism may include a detachably engageable jaw or clamping assembly.
In one embodiment of the invention, the releasable engagement means comprises a release bolt having a head, and a clamping assembly. The clamping assembly may comprise a pair of jaws which are movable between an engaged position in which the head of the release bolt is engaged and a release position in which the head of the release bolt is released.
The upper pilotable fuselage portion may include auxiliary landing gear so that the upper pilotable fuselage portion can be landed once the lower jettisonable fuselage portion has been released. The upper pilotable fuselage portion may further include material to improve its buoyancy.
In an embodiment of the invention, the upper pilotable fuselage portion includes seaplane shaped hull geometry to assist in landing on water once the lower jettisonable fuselage portion has been separated.
In alternate embodiments of the invention, the releasable engagement means may comprise a sliding rail arrangement to enable the upper pilotable fuselage portion and lower jettisonable fuselage portion to slide with respect to one another and become disengaged when the releasable engagement means is actuated.
Advantageously, the sliding rail arrangement includes a rack and gear mechanism, and at least one complementary pair of rollers which enable sliding motion between the upper pilotable fuselage portion and lower jettisonable fuselage portion. The sliding rail arrangement preferably further includes a braking mechanism which when activated prevents the upper pilotable fuselage portion and lower jettisonable fuselage portion to slide with respect to one another, and when deactivated, enables the upper pilotable fuselage portion and lower jettisonable fuselage portion to separate.
The invention will now be described by way of illustrative example only, with reference to the accompanying drawings, in which:
FIGS. 29A1 to 29C show isometric, front, and side views respectively of the aircraft of
FIGS. 32A1 to 32D show isometric, front, side, and cross sectional front views respectively of a bi-wing high altitude launcher of a further embodiment of the invention prior to separation;
FIGS. 33A2 to 33D show isometric, front, side, and cross sectional front views respectively of the launcher of FIGS. 32A1 to 32D during separation;
FIGS. 36A1 to 36C show isometric, front, and side views respectively of a box-wing aircraft of a further embodiment of the invention prior to separation;
Throughout the following description like reference numerals have been used to identify like components in the alternate preferred embodiments.
Referring firstly to
The modified passenger aircraft 10 is divided into an upper pilotable portion 10A and a lower jettisonable portion 10B along a sealable interface 22. As will be described in greater detail below, upon occurrence of an emergency condition, the lower jettisonable portion 10B is configured to be disengaged from the upper pilotable portion 10A.
The upper pilotable portion 10A includes a passenger compartment 24 and exit doors 28. A main cockpit 26 of the aircraft is located at the front of the upper pilotable portion 10A and contains the controls and instrumentation used to pilot the aircraft when the upper pilotable portion 10A and the lower jettisonable portion 10B are attached to one another in normal operational circumstances.
Wings 14 are comprised of upper wing portions 14A and lower wing portions 14B. Upper wing portions 14A are carried on the upper pilotable portion 10A of the aircraft, and lower wing portions 14B, together with the wing engines 16, 18, are carried on the lower jettisonable portion 10B of the aircraft. Under normal flying conditions, the upper and lower wing portions 14A and 14B are firmly engaged with one another in the manner illustrated in
Referring now to
The upper pilotable portion 10A includes upper wing portions 14A, tail section 20, tail engine 21, and wing-mounted fuel tanks 37 carried in the upper wing portions 14A.
The upper pilotable portion 10A is preferably also provided with auxiliary controls and instrumentation, such as a steering yoke, altimeter, radio and engine controls, to allow a person to pilot the upper pilotable portion 10A after separation from the lower jettisonable portion 10B of the aircraft 10. The auxiliary controls are preferably independent from the main controls and instrumentation which are used to pilot the modified passenger aircraft 10 prior to the upper and lower portions 10A, 10B separating. The auxiliary controls and instrumentation are advantageously located in an auxiliary piloting area 27 which is preferably separate and independent from the main cockpit 26. The auxiliary piloting area 27 is schematically shown in
In alternate embodiments, the upper pilotable portion 10A may be piloted after separating from the lower jettisonable portion 10B using either the main controls and instrumentation or the auxiliary controls and instrumentation. In this case the auxiliary controls may be located in the main cockpit 26 or may be located in an auxiliary piloting area 27 as described above. Alternatively, auxiliary controls and instrumentation are not provided and the upper pilotable portion 10A is piloted after separating from the lower jettisonable portion 10B using the main controls and instrumentation in the main cockpit 26.
Referring now to
The releasable engagement mechanisms 50 serve to hold the upper pilotable and lower jettisonable portions 10A and 10B of the aircraft 10 together under most conditions until disengaged. Each housing 52 is securely mounted within the upper portion 10A of the aircraft as shown in
Operation of the releasable engagement mechanism 50 is illustrated in more detail in
Referring now to
It will be appreciated that both the manual and hydraulic activation mechanisms will be subject to various security systems with limited override features, to ensure that accidental or unauthorised release does not occur.
Referring now to
The vacuum manifold 110 allows a vacuum to be more readily created. The vacuum manifold 110 feeds into the channels 106 so that the pressure in the vacuum manifold 110 influences the pressure in the channels 106. The use of multiple channels improves the reliability of the attachment of the upper wing portion 14A to the lower wing portion 14B as a pressure failure in one channel will not affect the pressure in other channels.
On actuation of the releasable engagement mechanisms 50, the vacuum is simultaneously released to allow the upper and lower wing portions 14A, 14B to disengage from one another in the manner illustrated in
Referring now to
A further embodiment of the invention is illustrated in
The aircraft of
Referring now to
A further embodiment of the invention is shown in
Referring now to
In this embodiment, the upper pilotable portion 10A of earlier embodiments takes the form of an autonomous rocket assisted vehicle section (ARAVS) 220A, and the lower jettisonable portion 10B takes the form of a reusable high attitude transport launcher 220B. The ARAVS 220A is an autonomous space vehicle intended to carry a payload 221 into space which may include space equipment and/or passengers.
The two sections 220A, 220B are launched as a single aircraft and in the first stage of launching will climb to a predetermined launch altitude using liquid (or repackable solid) fuel 222. At this point the reusable launcher 220B is caused to separate from the ARAVS 220A and returns to its original destination. The reusable launcher 220B includes deployable ventral canards 204. After separation, the ARAVS 220A continues its mission into low altitude orbit up to approximately 100 km using a supply of solid or liquid rocket fuel 224. The ARAVS 220A is designed for re-entry conditions for maximum safety for possible passenger flight and utilises thrust vector control for directional control.
A further embodiment of the invention is illustrated in
A yet further embodiment of the invention is shown in
The upper pilotable portion 10A incorporates a seaplane hull geometry, as described in relation to
A further embodiment of the invention is shown in FIGS. 32A1-32D and FIGS. 33A2-33E. These Figures show a low earth orbit launcher 220 similar to that described in relation to
A crank-V aircraft 10 is shown in
FIGS. 36A1-36C and
This embodiment of the invention further includes water landing stabilisers 232 incorporated into the struts 230 of the aircraft. Water landing stabilisers 232 take the form of an inflatable bag mounted on each strut 230 which are inflated after the separation process and just prior to an emergency landing. The water landing stabilisers 232 together with the seaplane hull geometry of the upper pilotable portion 10A improve the performance of the upper portion 10A during an emergency water landing. The struts 230 may also incorporate a rudder (not shown) which can eliminate the need for vertical stabilisers and leading edge from the aft fuselage.
In the embodiments described above, engagement of the upper pilotable portion 10A and lower jettisonable portion 10B of the aircraft has been achieved via quick release engagement mechanisms 50 and, in the case of nested wing aircraft, an additional vacuum system applied to the wings 14A, 14B.
A further embodiment of the invention is illustrated in
The sliding rail system 250 consists of a rack 252 and gear 254 arrangement having an actuator 256, and a pair of rollers at one side of the aircraft comprising upper grooved roller 258, and lower roller 260, and on the opposite side of the aircraft upper roller 262 and lower roller 264. Rollers 258, 260, 262, 264, are provided on wall 266 of the lower jettisonable portion 10B of the aircraft, as best illustrated in
The actuator 256 of the rack 252 and gear 254 is not required in all circumstances as the upper pilotable portion 10A and lower jettisonable portion 10B are generally able to slide freely once the braking mechanism 270 is deactivated as will be described below. In some circumstances, additional force is necessary to activate the separation process. The additional force can be provided by the actuator 256 and may include mechanical release devices and/or pneumatics. Separation may also be achieved by reversing a vacuum system into positive pressure.
Referring now to the braking mechanism 270 as best illustrated in
The braking mechanism 270 further includes brake actuators 280, fasteners 282, and compression springs 284. When the brake mechanism 270 is activated, compression springs 284 serve to hold the fasteners 282 such that lower brake pads 274, 278 press against and engage wall 268 of the upper pilotable portion 10A. When the brakes are deactivated by actuators 280, springs 282 are released allowing the fasteners 282 and brake pads to be released.
During normal operation of the aircraft, the brake mechanism 270 is activated at all times in order to maintain a firm engagement between the upper pilotable portion 10A and lower jettisonable portion 10B. When needed, for example in an emergency condition, the brake mechanism is deactivated to allow the upper pilotable portion 10A and lower jettisonable portion 10B to slide with respect to one another and become separate. In aircraft with nested wings, the vacuum system applied to the wings 14A, 14B is simultaneously released with the braking system.
In the Figures, the lower jettisonable portion 10B is shown sliding forwardly of the upper pilotable portion 10A but it will be appreciated that the lower jettisonable portion could also slide rearwardly of the upper pilotable portion 10A.
It will be understood that the invention disclosed and defined in this specification extends to all alternative combinations of two or more of the individual features mentioned or evident from the text or drawings. All of these different combinations constitute various alternative aspects of the invention.
Claims
1. An aircraft comprising:
- a fuselage having an upper pilotable fuselage portion and a lower jettisonable fuselage portion, the lower jettisonable fuselage portion being detachably engaged with the upper pilotable fuselage portion during normal flight;
- an upper wing structure associated with the upper pilotable fuselage portion;
- a lower wing structure associated with the lower jettisonable fuselage portion;
- releasable engagement means for detachably engaging the lower jettisonable fuselage portion and the upper pilotable fuselage portion;
- wherein the releasable engagement means is actuatable in flight to enable the upper pilotable fuselage portion and the lower jettisonable fuselage portion to be disengaged from one another; and
- wherein the upper pilotable fuselage portion can be flown in the absence of the lower jettisonable fuselage portion.
2. An aircraft according to claim 1, wherein the aircraft is a fixed wing passenger aircraft.
3. An aircraft according to claim 1, wherein the upper pilotable fuselage portion includes a passenger compartment.
4. An aircraft according to claim 1, wherein the upper pilotable fuselage portion further includes a tail section and tail engine.
5. An aircraft according to claim 4, wherein the tail section is detachably engaged to the upper pilotable fuselage portion and is disengageable in an emergency condition.
6. An aircraft according to claim 1, wherein the lower jettisonable portion is able to fly independently after separation from the upper pilotable fuselage portion.
7. An aircraft according to claim 6, wherein the lower jettisonable portion further includes a global positioning system adapted to guide the lower jettisonable portion to predetermined safe landing locations.
8. An aircraft according to claim 1, wherein the upper wing structure includes fuel storage means for fuel used by the upper pilotable fuselage portion after separation from the lower jettisonable fuselage portion.
9. An aircraft according to claim 1, wherein the upper wing structure is nested in the lower wing structure during normal flight and acts as a single combined wing structure for the aircraft.
10. An aircraft according to claim 9, wherein the lower wing structure is releasably mounted to the upper wing structure by a releasable vacuum means.
11. An aircraft according to claim 10, wherein the releasable vacuum means is synchronised with the releasable engagement means to enable synchronised detachment of the upper and lower wing structures in an emergency condition.
12. An aircraft according to claim 1, wherein the upper wing structure and lower wing structure are separate from one another during normal flight.
13. An aircraft according to claim 1, wherein the lower jettisonable fuselage portion further includes primary landing gear, fuel tanks and cargo storage compartments.
14. An aircraft according to claim 1, wherein the upper pilotable fuselage portion has auxiliary controls and instrumentation, adapted to allow a person to pilot the pilotable portion after the lower jettisonable fuselage portion has separated from the upper pilotable fuselage portion.
15. An aircraft according to claim 14, wherein the auxiliary controls and instrumentation are separate and in addition to main controls and instrumentation used to pilot the aircraft prior to separation.
16. An aircraft according to claim 14, wherein the upper pilotable fuselage portion has an auxiliary piloting area, in which the auxiliary controls and instrumentation are located, which is separate and in addition to a main cockpit.
17. An aircraft according to claim 1, wherein the upper pilotable fuselage portion include auxiliary landing gear such that the upper pilotable fuselage portion can be landed once the lower jettisonable fuselage portion has been separated.
18. An aircraft according to claim 1, wherein the upper pilotable fuselage portion includes material to improve its buoyancy.
19. An aircraft according to claim 1, wherein the upper pilotable fuselage portion includes seaplane shaped hull geometry to assist in landing on water once the lower jettisonable fuselage portion has been separated.
20. An aircraft according to claim 1, wherein the releasable engagement means includes an array of releasable engagement mechanisms.
21. An aircraft according to claim 20, wherein each releasable engagement mechanism includes a detachably engageable jaw or clamping assembly.
22. An aircraft according to claim 20, wherein each releasable engagement mechanism comprises a release bolt having a head, and a clamping assembly.
23. An aircraft according to claim 22, wherein the clamping assembly comprises a pair of jaws which are movable between an engaged position in which the head of the release bolt is engaged and a release position in which the head of the release bolt is released.
24. An aircraft according to claim 1, wherein the releasable engagement means comprises a sliding rail arrangement to enable the upper pilotable fuselage portion and lower jettisonable fuselage portion to slide with respect to one another and become disengaged when the releasable engagement means is actuated.
25. An aircraft according to claim 24, wherein the sliding rail arrangement includes a rack and gear mechanism, and at least one complementary pair of rollers which enable sliding motion between the upper pilotable fuselage portion and lower jettisonable fuselage portion.
26. An aircraft according to claim 24, wherein the sliding rail arrangement further includes a braking mechanism which when activated prevents the upper pilotable fuselage portion and lower jettisonable fuselage portion from sliding with respect to one another, and when deactivated, enables the upper pilotable fuselage portion and lower jettisonable fuselage portion to separate.
27. An aircraft according to claim 1, wherein the aircraft is adapted for high altitude flight and separation.
28. An aircraft according to claim 27, wherein the upper pilotable fuselage portion and lower jettisonable fuselage portion are formed with elliptical cross sections designed to hold internal pressure before and after separation.
29. An aircraft according to claim 1, wherein the upper pilotable fuselage portion is adapted to fly as a glider after separation from the lower jettisonable fuselage portion.
30. An aircraft according to claim 4, wherein the aircraft includes a pair of tail engines.
31. An aircraft according to claim 4, wherein the tail engine is nested in the aft fuselage of the upper pilotable fuselage portion.
32. An aircraft according to claim 1, wherein the aircraft is a low earth orbit re-entry vehicle launcher.
33. An aircraft according to claim 1, wherein the aircraft is a supersonic delta aircraft.
34. An aircraft according to claim 1, wherein the aircraft is a transonic delta aircraft.
35. An aircraft according to claim 1, wherein the upper and lower wing structures are provided in a crank-V configuration,
36. An aircraft according to claim 1, wherein the aircraft is a box-wing aircraft.
37. An aircraft according to claim 36, wherein the upper pilotable fuselage portion further includes inflatable stabilisers for water landings.
38. An aircraft according to claim 1, wherein at least one of the upper and lower fuselage portions is fitted with deployable canards.
39. An aircraft according to claim 27, wherein the lower jettisonable portion is a reusable launcher.
40. (canceled)
Type: Application
Filed: Aug 28, 2006
Publication Date: Jan 15, 2009
Inventor: Romolo Lorenzo Bertani (New South Wales)
Application Number: 12/064,851